Engine-starting device.



S. I. PRESCOTT.

ENGINE STARTING DEVICE. APPLICATION FILED JA1I.20,1'913 I 0 5 4 2 Patented Jan.27,1914.

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mam STARTING nnvw's. APPLICATION FILED JAN. 20, 19 13 1 Q85 482 Patented Jan. 27, 1914.

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ENGINE STARTING DEVICE. APPLICATION FILED JAN.20,1913.

Patented an. 27, 1914 7 SHEBTS.SHEET a.

S. PRESCOTT.

ENGINE STARTING DEVICE.

' APPLICATION FILED JA N.20,19137 1,085,482. Patented Jan. 27, 1914.

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ENGINE STARTING DEVICE.

APPLIGATIOLI FILED'JAN.20,1913.. Y

Patented Jan.1914.

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S. I. PRESCOTT. ENGINE STARTING DEVIGE.

APPLICATION FILED JAN.20,1913.

Patented'Jan 27, 1914.

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ENGIN E STARTING DEVICE. APPLIGA TI QN FILED .TAN.20, 1913.

Patented-Jan. 27; 1914.

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fzz vezetbr UNITED STATES PATENT OFFICE.

SYDNEY I. PRESCOTT, OF BROOKLYN, NEW YORK, ASSIGNOR TO MOTORFLEX EQUIIMENT COMPANY, A CORPORATION OF NEW YORK.

I ENGINE-STARTING DEVICE.

of which the following is a specification.

This invention relates to an improvement in engine starting devices particularly designed for use in connection with automo: biles.

Heretofore various types of engine starting devices have been used in connection with automobiles and they may be divided into three general classes, namely: electrically operated, gas operated and compressed air devices. The electrically operated start-- ers involve the installation and use of a dynamo, a motor and a storage battery and more or less complicated wiring with which the ordinary automobile driver is totally unacquainted and which cannot be repaired in an ordinary automobile repair shop. Moreover,. they are heavy and expensive. The gas starters heretofore used are pro-' vided with means for projecting gas into the cylinders of the engine and there exploding it. The acetylene gas commonly used in such devices is more or less destrucpipe the air to a distributing valve from which it is led to the cylinders of the engineand the pressure there used to turn the engine over. This involves a more or less complicated system of piping with many joints which frequently cause trouble through leakage. Moreover, the use of compressed air in the engine cylinders tends to chill'the same which interferes with the action of the engine when the gas is first turned on.

The main ob ect of the present 1nvent-1on,

is the production of an engine starter for automobile and other engines in which a I Specification of Letters Patent. I Application filed January 20, 1913. Serial No. 743,000.

Patented Jan. 27,1914.

pre-determined tank pressure is automatically maintained.

A further object of the invention is the production of a device of this general character in which the starting device is automatically thrown out of action when the.

pressure has fallen to a pre-determined degree.

Still another object is the production of an engine starting device which cannot be operated unless the speed changing mechanism of the driving plant is in a neutral po sition, thereby preventing the possibility of starting the automobile when the driver has been careless and left his speed changing gears in mesh.

Still another object is the production of a device of the character indicated having a connection whereby the starting mechamsnr cannot be operated unless the controlling switch of the ignition system is in operative position so that it is impossible for a careless driver to waste his compressed air when the ignition system of the automobile is out of action.

Still another object of the invention is the production of a compressed air starting System in which the air stored in the tank is automatically cut out from the starting motor so that there can be no leak from the tank to the starting motor except When it is necessary to operate the same.

Still another object of the invention is the production of a starting device controlled entirely by one of the controlling elements of the necessary driving mechanism of the automobile, such for instance as the speed changing lever; in other words, a starting device which requires no separate or additional controlling element, but which is controlled by one of the essential elements of the driving mechanism.

Still another object is the production of a device of the character mentioned in which the piping and joints therefor are reduced to a minimum.

Still another object is the production of a device of the character mention 1=iinected and cotiperating with the main driving plant of the automobile and eat disconnected from the cylinders of the gins. v

Still another object is the production oi a convertible pressure pump and starting motor. the device being controlled manually as a motor but controlled automatically when operating as a pump.

Still another object is the production of a device of the general character mentioned which s simple, inexpensive, of light weight, automatically lubricated and op-' erated without any attention upon the part of the driver except when it is necessary to start the engine and then the only thing necessary for the driver to do is to thfow the controlling lever into starting position, this being the lever by means of which he shifts his gears so that it is not even necessary for him to shift his hand from one lever to another.

W'ith these and other objects not specifically mentioned in view, the invention consists in certain combinations, constructions, parts and improvements which will be hereinafter fully described and then specifically set forth in the claims hereunto appended.

In the accompanying drawings, which form a part of this specification and in which like characters of reference indicate the same or like parts, Figure 1 is a perspec tive new of achassis equipped with mechanism and devices constructed'in accordance with the invention. Fig. 2 isa plan view partly broken away of the. main part of the starting device inbuilt with the'speed changing mechanism. Fig. 3 is a front end view of part of the structure shown in F1 2. Fig. 4 is a rear end view of the same. ig. is a central longitudinal sectional view taken on the line 5-5 in Fig. 2. Fig. 6 is a corresponding sectional view of the upper part of the structure shown in Fig. 5 but showing the rotating valve in the motor operating position. ig. 7 is a plan view taken on the line 77 in Fig. 3. Fig. 8 is a detail sectional view taken on the line 88 in Fig. 7. Fi 9 is a. detail sectional view taken on the l1ne'9 -9 in Fig. 2.- Figs. 10, 11, and 12 are respectively cross-sectional detail views taken on the lines 10-10, 1111 and 1212 in Fig. 6, but shown ,on an enlarged scale. Fig. 13 is a detail plan sectional view taken on the'line 1313 in Fig. 3. Fig. 14 is a sectional lan view taken on the line 14-14 in Fig. 4,. at shown on an enlarged scale. Fig. 15 is a sectional view taken on the line 1515 in Fig. 2, but shown on an enlarged scale. Fig. 16 isafragmental-y detail plan view taken on the line 16 in Fig. Fig. 17 is a. detail elevation taken on the line 1717 in Fig. 2. And Fig. 18 is an enlarged detail view of the engine controlling switch mechanism shown in fi ig. 1.

In carrying the invention into effect, there is provided an air tank, a pressure pump in communication with the tank and automatically operative connections cooperating with the pump whereby said pump is caused-tiniaintain a pre-determined pressure within the tank. There is further provided a motor in communication with the tank, operative connections whereby the motor causes rotation of an engine crankshaft, and automatically operative connections cooperating with the motor whereby said motor is thrown out of action when pressure within the tank falls to a pre-determined minimum. There is further provided a speed changing mechanism, a starting de vice, and means cooperating with said mechanism and device whereby neither said mechanism nor said device can be operated while mechanism may or may not be employed as desired. In the best constructions also the starting device will include a convertible pressure pump and engine starting motor, both being automatically connected at the proper times with the main driving mechanism of the automobile in CQDIIGCUOH with which the device is used. In the best con structions also the device will be equipped with an air storage tank, a conduitin communication with the tank, means cooperating with the conduit for normally ermitting a flow of air under pressure is rou h the conduit toward the tank only, and mec anism cooperating with the conduit whereby air under pressure is permitted to flow temporari y from the tank. In the best constructionsalso the device will be provided with a connection whereby the startin motor operates the controlling switch of t e engine ignition system when through carelessness it has been'left in inoperative position. In the best constructions also there will be provided a speed changing mechanism, an engine starting mechanism and a single opcrating member controlling the action of both mechanisms. In the best constructions also there'will be provided a shock absorbing clutch inte device and spee changing mechanism and the crankshaft. All of thevarious elements of the mechanisms and devices above referred to may be varied in construction within wide limits.

The device selected to illustrate the invention constitutes one of many possible concrete embodiments of the invention but it is to be understood that wide structural variations may be made in carrying the invention into efiect. 4

osed between the starting Referring particularly to Fig, 1', the refer i once character 1 indicates a chassis of well;

known construction having among other main frame of which drives the elements a pair of sub-frames 2 by the mainframe in a well-known manner which needs no description herein. Sup; ported upon the sub-frames 2 is a combined speed changing mechanism and convertible pressure pump, and engine starting motor all'incased in a housing generally indicated at 3, bolted to the sub-frames. A conduit, 4 leads from the housing 3 to an air storage tank 5 secured by means of straps 6 to the the chassis. The engine chassis is located within the hood 7 and is provided with a flywheel 8. Coiiperating with the flywheel 8 is a shock absorbing clutch 9, the purpose of which is't-o absorb the "shock due to sudden changes in the relative speeds of the engine and speed changing gearing. This shock absorbing clutch is fully disclosed in Patents supported I No. 1049531 and No. 1049532, issued Janucylinders of the Mounted upon a ary 7,1913, and reference is made to said patents fora full disclosure of this clutch. A detailed description of the clutch is therefore omitted herefrom in the interest of brevity.

dash 10 is a switch 11 of the well-known Bosch type which is provided with a lug 12, arranged to be kicked by the driver in and out of operative position. This switch controls the ignition system for exploding charges of gas in the engine in a well-known manner. For the purpose of connecting this switch with the engine starting device there is provided a lug 13 riveted or otherwise fastened to the switch 11, and to this lug is attached a cable 14. This cable runs through a pulley 15 suitably supported upon the dash and extends rearwardly to one of the controlling members of the engine starting device. The housing generally indicated by the reference character 3 .in Fig. 1 is made up of three sections;'the lower section-being marked 16, the middle section being marked 17 and the upper section being marked 18. The lower and middle sections are split in the horizontal plane i-ncluding the axis of the main drive of the machine and are bolted together in a manner well-known in the art. The middle section 17 serves as a spacer separating the lower and upper sections and extends to a horizontal plane above the speed changing mechanism. The upper and middle sections are bolted together in a manner welbknown in the art and'clearly illustrated in the drawings. The lower and middle sections support at the'forward end of the. housing a ball bearing 19 of'well-known construction; at the rear end of the housing a double ball bearing20 also of welhknown construction; and between the two a third ball bcaiin 21. The bearings 19 and 21 sup 'ioi traisaft 22 which derives its motion from the engine through the agency of the clutch 9. This shaft carries at its rear end a driving pinion 23 having projecting therefrom dogs 24. This pinion 23 is in constant mesh with a gear 25 bolted to a flange 26 forged on a countershaft 27 which is jour naled in ball bearings 28 and 29 of wellknown construction. This countershaft is provided with a second flange 30 to which is bolted a gear 31; Keyed to the countershaft 27' between the gear 31 and the bearing 29 is asleeve 32 having integral gears 33 and 34-. The gear 34 is in mesh with an idle gear 35 mounted to rotate upon a stud 36 fast to the end of the lower section 16 of the housing. The rear end of the shaft 22 is reduced in diameter and runsin bushes 37 and 38 fast in atail shaft 39 which incloses the rear end of the shaft 22. This tail shaft 39 projects through and is supported by the bearings 20. A series of balls 40 is interposed between the rear end of the shaft 22 and a disk 41 carried by the hollow part of the shaft 39. These balls are'for the purpose of minimizing end thrust friction between the two shafts. Splined upon the shaft 39 between the pinion 23 and the bearings20-is a gear 42 adapted to slide into mesh with the gear 33 or with the idler 35, which idler is the reverse gear of the train. Similarly splined upon the shaft 39 is another gear 43 adapted for engagement with the gear 31. This gear 43 has dogs 44 on its forward face adapted for engagement with the dogs 24 of the pinion 23. The gear 42 is engaged by a shifting arm 45 fast upon and moved by a shifting rod 46. Similarly th'e gear 43 is engaged by a gear shifting arm 47 fast upon and moved by a gear shifting rod .48. The rod 46 is provided with depressions 49 and the rod 48 is similarly provided with de pressions 50. The depressions 49 of the rod 46 are adapted to be engaged (see Fig. 8) by a ball 51 held in place by means of :1V spring 52 working in a socket 53 extending upwardly ,froma bearing 54 in which the forward end of the rod slides. The upper end of the socket 53 is closed by means of a screw plug 55.

The function of the ball 51 is to hold the rod 46 against accidental movement. hen,

however, the rod is moved intentionally, the

ball rises from its seat and in one of the depressions and rides along the top of the rod until another depression comes into register with it. are. similarly engaged by av ball which is a duplicate of the ball 51 and mounted in vthe same manner. point adjacent the depressions 49 with a V- shaped recess 56. Similarly the shifter rod 48 is provided with a V-Shap d Qr-ess 57 normally-located opposite the recess so. Between the two is located a ball When The depressions of the rod48 The rod 46 is provided at a Y either of the shifter rod is moved from its neutral position, as show; in Fig. 7 the ball '62 may be is forced into the recess of the other shifter rod-and in cooperation with the bearing 54 serves as a positive lock to prevent displacement of the other shifter rod until the one moved is again brought to neutral position. The rod 46 is further provided with a fork 59 and the rod 48 is similarly provided with beyond the right side of the chassis and within said sleeve is mounted a hollow shaft 65. This hollow shaft is journaled in the sleeve and in a bearing: 66 formed in part a by the mid-section of the housing and in part by the cap 64. Upon the projecting end of the hollow'shaft 65 is secured a lever 67 from which a connection not shown may be led tothe emergency brakes. The opposite end of the hollow shaft 65 projects beyond the sleeve 62 and carries a lever 68 by means of which it is operated. The hub of the lever 68 i's journaled in a bearing 69 formed on a bracket 70 bolted to and extending from the outside of the chassis 1. The sleeve 62 is provided with a lever 71 upstanding therefrom at a point adiacent the lever 68. Extended from the bearing 69 is a yoke 72 which carries upon its outer side a sector'bar 73 which guides the'brake lever 68. The yoke further carries a slotted sector which the gear shifting lever 71 operates. This sector 74 is provided with two recesses on its forward side and three on its rear side. The recess marked H indicates the position of the lever 71 when the speed changing mechanism is in high gear. recess marked I indicates. the position of the lever 71 when the speed changing mechanism is in intermediate gear. The recess marked L indicates the position of the lever 71 when the speed changing mechanism is in low gear. And the recess marked R indicates the position of the lever 71 when the speed changing mechanism is in reverse gear.

The mechanism so far described is old and well known in the art and it will be readily understood that the lever 71 with the sleeve moved longitudinally to throw the lever 61 from engagement with the shifter rod 48 to the shifter rod 46. In the present device, however, the sleeve has 'an additional movement, as indicated in Figs. 2, 9 and 17; and by an inspection of Fig. 2,

'it will be readily understood that thelever 71 cannot be moved to the third position and into the recess marked S until the lever 61 has moved from theposition shown in full lines in Fig. 9 past the position where it engages with the fork 59 of the shifter The rod 46 and to a third position where it is clear of both shifter rods so that it is impossible to move the lever 71 into the recess marked S until the speed Changing mechanism has been left locked in neutral position, and the construction of the recess S is such that the lever 71 cannot be moved out from said recess without going to the neutral position. The recess S indicates the position of the lever 71 when the starting device to be hereinafter explained. is in operation.

There is provided a pressure pump in communication with the tank and automatically operative connections cotiperating with the pump whereby said pump is caused to maintain a pre-determined pressure within the tank. With this end in view, the conduit 4 leading to the tank 5 is connected by means of a union 75 with a passage 76 (see Figs. 14 and 15), which passage leads to a chamber 77 formed in a casting 78, which casting is bolted to the upper section 18 of the housing and which serves as a cylinder head for thcpump and motor and controlling connections to behereinafter described. There are provided four cylinders 79, 80, 81 and 82 which are formed of steel tubing inca-sed in the upper section 18 of the housing. Each of these cylinders is provided with a series of apertures 83 formed in the walls thereof and affording open communication between the interior of the cylinder and the interior ofthe upper section 18 of the housing (see Fig. 16) when the piston within the cylinder is, in its lowermost position. The space between the walls of the upper section 18 of the housing'and the walls of the cylin ders is open to the atmosphere through a breathing screen 84 located in and secured to one end of the casting 78. Each of the cylinders 79, 80, 81 and 82 is provided with a piston 85 and each piston is provided with a cupped leather packing 86 held in place by means of a nut 87 of well-known construction' Each of the pistons is further provided with a wrist pin 88 upon which is mounted one end of a connecting rod 89. the other end of which is connected to one of the cranks of a crankshaft 90. This crankshaft 90 is supported in bearings 91 depending from the upper section 18 of the hous the interior of their'respective cylinders to the interior of the chamber 77 before referred to, and each port is normally closed by a ball check valve 93. (see Fig. 11) which is normally held upon its seat by means of a spring 94 incased in a tube 95, which tube is extended from the bottom of a plug 96 threaded in a suitable aperture in the casting 78 immediately over the port 92. In the operation of the pistons and cylindersas a pressure pump, when'any particular piston has reached a point adjacent its lowermost position, it has created a partial vacuum lifted and the compressed air passes from the cylinder into the chamber 77 and thence into the conduit; and tank 5.

While any suitable means may m employed to operate the crankshaft of the .pressure pump and thereby operate the pump, in the device selected to illustrate the invention the crankshaft 90 is operated automatically by the following mechanisin: Keyed upon the shaft 22 (see Fig. 5) is a friction clutch member '97 and 'slidably mounted upon'said shaft 22 between the clutchmember 97 and the bearing 19 is a cooperatingclutch member 98. This clutch member 98 carries a pinion 9.9 which is in fmesh'with a gear 100 keyed upon'an extension of the shaft 90 which is'journaled in bearings 101, and 102 depending from the upper section 18 of the housing'and in aline ment with the bearings 91. The clutch member 98 is engaged by one end of-a forked. bell-crank 103 which is fulcrumed upon .a

pin 104 mounted in the lower end of 'the bearing 101. 'The free end of this bellcrank lever carries a pin 105 to which is pivoted one'end of a connecting rod 106 which is forked to straddle the shaft 90. The upperend of the connecting rod 106 is pivoted to a wrist pin 107 secured to a piston 108 which piston is similar in all respects to thepistons '85 of the pressure ump. The piston'108 is mounted in a cylinder 109 formed in the same manner 'as the cylinders79, 80; 81 and 82 but without j the wall ports 83.. The piston 108 is -nor- 'mally held in its u permost position by the action of aspring 110' located within the cylindenbelowfl the pi'stonand this piston ea an ry tendsith'rough'the agency of the connectingrod 10 6' and forked bell-crank 103 to keepthe clutch member 98- in frictio'naLengagement with the clutch member 97. The upper end-of thecy'linder .109 is closed by a flexible gasket 111 so, that no air ;j can ,pas's'into the cylinder 109 above the piston 108. -'}Immediately overthe center of the'cylinder 109 the casting 78 is provided with a recess 112 from whicha port 113 leads to a valve chamber which extends this chamber is located a valve 114 which is rotatably and slidably mounted within the valve chamber. The means for rotating and for sliding the valve will be hereinafter described. In the normal operationof the device the valve 114: occupies the position shown in Fig. 5 and when the valve is in this position an annular channel 115 formed In the side wall of the valve chamber adjacent the chamber 77 (see Fig. 14) there is located a ort 116 which registers with the annular channel 115 when the valve is in shown in Fig. 5 and not in the position within the tank, the conduit' l and the champort 116, the annular channel 115 and the port 113 to the recess 112 above the flexible jgasket lying at. the top of thepiston 108. It will therefore be readily understood that when the pressure within the tank and consequently within the conduit 4 and chamber 77 is great enough to overcome the upward thrust of the spring 110, the piston 108 will be forced downwardly by the air pressure and through the agency of the connecting rod 106 and the bell-crank 103 will throw the clutch member 98 out of engagement with the clutch member 97 and thereby stop the pressure pump. It will be readily understood also that whenever the pressure within the tank and above the piston 108 falls "below the degree controlled by the strength of the spring 110, the sprin will agairhforce the piston 108 upward and clutch member 98 into engagement with the clutch member 97. The pinion 99 and gear 100 are so proportioned that when the ,engine of the automobile is running at its fmost efiicientspeed, the ressure pump will also run at its most e cient speed; and since the clutch members 97 and 98 operate by friction, it.will be readily understood that they will ointo 'action'without shock and danger of reakage of any of the parts of the pressure pump irrespective of the speed at which the engine happens at the oment to bev running. Itwill be notedthat both to the pressure pump;-'and' to the speed changing mechanism which constitutes a part of the main driving mechanism of the automobile in connection with which the device is used;

It will be readily understood that by the construction just escribe-d and by an ini may be removed by lifting the upper section across the top of all of the cylinders. Within therein lies immediately over the port 113.

shown in Fig. 14. By this construction it will be readily understood that. pressure through its operating connections throw the he shaft 22 is a driving elementlcommon its normal position; that is, in the position ber 77 will be communicated through the spection of Fig. 5,' the entire pressure pump ..ing is mounted.

18 of the housing from the middle section 17. It iswell known that speed changing gearing runs in a liberal bath of lubricant and that this lubricant is splashed all over the inside of the housing in which the gear- This splashing action serves to throw lubricant up around the crankshaft 90 and into the cylinders 79, 80, 81 and 82, thereby lubricating the same without any special lubricating devices. For the purpose of retaining a portion of this splashed lubricant on the various cranks and bearings of the pressure pump, each of the bearings and connecting rods and cranks is provided a cup 117 from which passages 118 lead to the main shaft bearings and the cranks of the shaft.

For the purpose of retaining the air under pressure within the tank 5 and conduit 1 while the automobile in connection with which the device is used is standing idle for any length of time, there is provided means cooperating with the conduit for normally permitting a flow of air under pressure through the conduit toward the tank only, and mechanism cooperating with the conduit whereby air under pressure is permitted to flow temporarily from the tank. In the device selected to illustrate the invention this means includes a valve 119 (see Figs. 13 and 15) having a stem 120 mounted to slide in a suitable boss formed on the casting 78 before referred to. This valve is normally seated at the entrance of the passage 76 before referred to and is held against its seat by means of a spring 121 located within the union 7 5 before referred to. While this spring is light so that it does not interfere with compressed air passing from the chamber 77 to the conduit. 4 its tension is sufficient to properly seat the valve at all other times; and when the automobile in connection with which the device is used is standing idle, the tank pressure aids the spring in keeping the valve 119 closed tightly to prevent any loss of pressure. Means are provided for mechanically unseating the valve 119 when it is desired to permit air under pressure to flow from the tank to the chamber 77. This means, in the device selected to illustrate the inve'antion. includes a controlling memher which controls not only the flow of air from the-tank, but also controls a valve which operates to convert the pressure pump into amotor with suitable connections for starting the, engine of the automobile in connection with which the device is used. This controlling member consists of -a slidable plunger 1'22 mounted in the cast ing 78 before referred to and in acap 1.23 bolted to the forward end of said casting (see Figs. 6 and 5). Its rear end is reduced in diameter and is surrounded by a spring 124 which tends to hold the plunger 122- in the valve ll before referred to.

the position shown in Fig. 5. The extreme rear end of the plunger 122 is provided with a flat surface 125, an inclined surface 126 and a second fiat surface 127 (see Fig. 13). 'hen the parts are in normal position the surface 125 is just clear of the end of the stem 120 of the valve 119 controlling the outlet ofair from the tank to the passage 76. When the plunger 122 is moved 'rean 'ardly, the stem 120 rides up'thc inclined surface 126 to the second flat surface 127 thus opening the valve 119 and holding it open as long as the plunger is in its rearmost position; that is, the position shown in Fig. 6. That part of the plunger 122 im' mediately forward of the spring 121 is provided with a series of expansion grooves 128. These grooves are for the purpose of preventing leakage of air past the plunger which may have leaked past the stem 120 of the valve 119 into the chamber in whichthe plunger works. It may be here reinatkcd that in the operation of the device the air is drawn from the tank for the purpose of starting the engine for a very short time, usually not more than one second and seldom more than three seconds. so that an absolutely airtight fit of the valve stem 120 and plunger 122 is not required. A

The plunger 122 has at a point near its forward end but within the cap 123 a fork 129 which engages and is adapted to slide For the purpose of operating or sliding the plunger 122 against the action of the spring 12 1, the plunger is provided with a recess 130 at a point adjacent its forward end and outside the cap '12.. This recess adapted to be engaged by a lever 131 mounted upon the sleeve 2 before referred to and movable therewith. The lever 131 so located on the sleeve 62 that it can come into engage ment with the plunger 122 onli when the lever 71 is in the starting position and the lever (i1 is free from the speed changing shifter rods 46 and The rotating move mcnt of the valve is effected in the following manner: Upon the rear end of the crankshaft 90 is keyed agcar 132'n'hich is in mesh with a gem. 133 running idle on a bush 13-1. which bush is held in place by a tapered stud 1235 threadwl into a boss forming a part of the upper section 18 of the housing before referred to. The gear 135 is in mesh with a broad faced gear 136. The gear 136 is keyed to the rear cnd of the valve ll-l and remains in mesh with the gear 133 irrespective of the longitudinal position of the valve.

.Vhen the cylinders 79, S0, 81, and 82 are to be used as a part of a motor for the pur' pose of starting the engine in connection with which the device is used. the valve 114. controls the passage ofair from the chamber 77 to the respective cylinders.

\Vith this end in View, the \vall sepa 'atingi the valve chamber from the chamber 77 is provided with'ports 137, 138, 139 and 140 respectively adapted to permit the passage of air to the cylinders 79, 80, 81 and 82. The cylinder 79 is provided with an intake port 141 and an exhaust port 142. Similarly, the cylinder 80 isprovided with an intake port 143 and an exhaust port 144. Similarly,'thecylinder 81 is provided with an intake port 145 and an exhaust port146. And similarly, the cylinder 82. is provided with an intake port 147 and anexhaust port 148. Upon the side of the casting 78 opposite the chamber 77 is'an exhaust chamber 149 open at one end to the atmosphere through the breathing screen 84 before de-- scribed. Ports are cut in the wall between the chamber 149 and the valve chamber to permit egress of exhaust air into the chamher 149. These ports are numbered 150, 151, 152 and 153 and are respectively in the same transverse plane asthe exhaust ports 142.

144,146 and 148 of the cylinders, .while the valve chamber ports 137, 138, 139 and 140 are respectively in the same transverse plane as the intake ports 141, 143, 145 and 147 of thecylinders. The valve 114 is provided with semi-circumferential channels 154,155,

' I 156 and 157 which are located in the same transverse plane as the intake ports of the cylinders'only when said .cylinders are in downward stroke operation as a motor.- Similarly, the valve 114 has a series of semi-circular exhaust channels 158, 159, 160 and 161 which are in the same transverse plane as the exhaust ports of the cylinders only when said cylinders are operating as a motor; that is to say, when the Valve is in the position shown in Figs. 6 and 14. The intake channels of the valve are arranged to open the ports of their respective cylinders at the beginning of the stroke and to cut ofi' the communication at approximately five-eighths of the v of the piston. When any particular piston has completed about seveneighths of its down stroke, it uncovers the Wall ports 83 of its cylinder andv the air within the cylinder blows out through said ports into the chamber formed by the upper section 18 of the housing and thence to the atmosphere through the breathing screen 84, the housing serving-as a muffler to deaden the noise of the exhaust. 7

wall ports 83 and imprisons some air within the cylinder; at about atmospheric pressure. This air passes out through the exhaust ports into the chamber 149 and thence to the atmcsphere, the circumferential exhaust channels of the valve 114 being arranged to leave the'cylinder open to the exhaustuntil the piston reaches a point close to its uppermost point, a little air being left in the cylinder at the timeto insure quicker and smoother action when the compressed air,

the valve. proper seating of the valve with'res'pect to hen the piston comes through the intake port. By an inspection of Figs. 10 and 12, it will be seen that the intake and exhaust ports leading from the valve chamber are below the axis of For the purpose of insuring the the intake and exhaust ports, there are provided passages-162 (see Figs. 5, 6 and 11), which passages openinto the chamber 77 and extend over the top of the valve 114. Thepressure in these passages tends to keep the valve 114 properly seated at the entrances to the intake and exhaust ports.

To prevent leakage of air from any one circumferential intake channel to an adjacent exhaust channel in the valve, there is' provided a series of expansion grooves 163 located between adjacent channels.

It will be remembered that the clutch member 98 is held out of contact with the clutch member 97 only when the pressure Within the tank and Within the cylinder 109 is s-ufiicient to overcome the action of the spring 110. When it is desired to operate the device as a motor, it is necessary to imprison the air under pressure within the I cylinder 109 and above the gasket 111 so that the pressure therein will not fall While the pressure within the tank is falling as the motor operates. By an inspection of Fig. 14, it will be readily understood how this is accomplished by a mere sliding of the valve 114 which throws the annular channel out of alinement with the cylinder port 113 and the valve chamber port 116. This same movement brings an annular channel 164 formed in the valve into register with a port 1 65 (see Figs. 5 and 6) communicating with a cylinder 166-similar in all respects'to the cylinder 109 and inclosing a piston 167 simie lar in all respects to the piston 108 before referred to. The'fiexible gasket 111 extends over this cylinder also. WVhen the valve is moved to the position shown in Fig. 6, the channel 164 is in register with the port and withia-port 168 (see Fig. 14) leading to the chamber 77. It will, therefore be readily understood that when the valve reaches the position shown in Fig. 6, air will enter the cylinder 166 above the gasket and force the of the spring 169 incased within the cylinor below the piston. The piston 167 carries a wrist pin 170 to which is pivoted one end of a forked connecting rod 171 which straddles the crankshaft 90. Thelower end of the connecting rod 171 is pivoted to a pin 172 mounted on one ofthe arms f a forked bell-crank lever 173. This bell-"crank lever is fulcrumed on a pin 174 which pin is mounted on the lower part of the bearin 102 before referred to. The lower end-.o'

the bell-crank lever 173 engages a clutch 175 which is slidably mounted'upon the shaft 22 before referred to. Keyed'upon the shaft piston 167 down against the action 22 is another clutch member 17 6 adapted to cooperate with the member 175. The clutch member 17 5 has a gear cut on its periphery which meshes with a pinion 177 keyed upon the crankshaft 90 adjacent the bearing 102.

The arrangement of the inion 177 and the geared clutch member 1 5 is such that the air motor runs at its most eflici'ent speed when turning the crankshaft of an engine at mined minimum pressure has been reached,

the motor.

the spring .169 will, through its various connections, throw the clutch member 175 out of engagement with the clutch member 176 no matter where the valve is. When this happens air will be wasted; but since the clutch members are out ofengagement the'more powerful engine will not injure When the engine has been startedand it is desired to stop the starting motor, the valve 114 is moved back to its fore the starting action took place.

,within the.chamber .77 fell. as soon as the valve again brings its channel normal position in which all of its intake and exhaust channels are out of register with. their respective cylinders, intake and.

exhaust ports. This, brings the annular channel 115 againinto register with the port 113 ofthe cylinder 109 and into register with the port 116 leading to the chamber 77. At this: time it will be remembered that air under maximum pressure was imprisoned in the cylinder 109 to hold the pressure pump clutch out of operation be After the starting action took place the pressure Consequently 115 into communication with the cylinder 109 and:chamber 77, the pressure within the cylinder will instantly drop to that within the chamber 77. This permits the spring 110 to again act automatically to throw 'the clutch members 97 and 98 into engagenent and cause the pump to immediately beginto restore the pressure to themax mum; in other words,'the first thing that happens after the engine has'been started is the restoration of the pressure in the tank nomatter whether the, automobile in connection with which the device is used is standing idle or running at any rate of speed.

For the purpose of relieving the pressure within the cylinder 166 when .the' starting act-ion ceases, there is provided a relief ort 178 in the head of the cylinder 166, w ich port is in register with the valve channel 164 when said channel is returned to its normal position. \Vhen in this o sition the channel 164 is also in register with the relief exhaust port 179 leading to the exhaust chamber 149 before referred to. This insures the disengagement of the clutch members 175 and 176 before the clutch members 97 and 98 are thrown intoengagement at the instant the valve is returned to its normal position after the starting operation.

For the purpose of facilitating inspection of the speed changing gearing, there is provided a manhole plate 180 held by means of thumb screws to the mid-section of the housing and for the purpose of facilitating the inspection of the clutch mechanism of the convertible pressure pump and motor there is provided a similar manhole plate 181 also 1 held in place by means of thumb screws in a well-known manner. It will be readily understood that since the device is automatically lubricated by the lubricating system of the speed changing mechanism, and since air is to be found wherever the automobile may be, and since the pressure pump is entirely automatic in its action to maintain a pressure within the tank, no attention upon the part of the driver/is required except at the instanthe desires to stait the motor, and thenthe only action required is an additional movement of a lever which he must move before he can start his car. It will be readily understood also that since the starting motor is a fourcylinder motor, it has no dead-center; and since the connection between the starting motor and the engine is through the clutch and crankshaft, it is immaterial whether the engine is on dead center or not.

In view of the foregoing, a detailed description of the operation of the device is deemed unnecessary and is therefore omitted in the interest of brevity and clearness.

What is claimed is:

1. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt. with said transmission mechanism and in communication with said tank, and automatically operative connections cooperating with the, pump and transmission. mechamsm whereby said pump is caused to.

maintain a predetermined pressure within the tank. i

2. In an engine starting-devicefthe combination with an air-tank, OfMl engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt with said transmission mechanation with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt with said transmission mechanism .andin communication with said tank, and autrnnatically operated connections cooperating with the pump and transmission mechanism and controlled bypressure from thetank whereby said pump is caused to maintain a predetermined pressure w thin v the tank.

t. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt with said transmission mechanism and in communication'with the tank, automatically operative connections coiipcrating with the pump and transmission mechanism and controlled by pressure from the tank whereby said pump is caused to maintain a predetermined pressure within the tank, and means for cutting off said connections fromthe tank whereby said connections are temporarily held out of action by pressure.

5. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent ofbut inbuilt with said transmission mechanism and in communication with. the tank, automatically operative connections cooperating with the pump and transmission mechanism and controlled by pressure from the tank whereby said pump is caused to.

maintain a predetermined pressure within the'tank, and valve mechanism for cutting off said connections from the tank whereby said connections are temporarily held out of action by pressure and for simultaneously opening aconduit whereby air is drawn from the tank.

- 6. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent 'of'butinbuilt with'sa-id transmissionmechanism and in communication with the tank, and automatlcally operative connections cooperating with the pump and transmission mechanism and including a friction clutch coiiperating with said transmission mechanism whereby said pump is caused to maintain a predetermined pressure within the tank.

7. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt withsaid'transmission mechanism and in communication with the tank, and automatically operative connections cooperating with the pump and transmission mechanism and including a spring pressed friction clutch coiiperating with said trans mission mechanism whereby said pump is caused to maintain a predetermined pressure within the tank.

8. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt with said transmission mechanism and in communication wit-h the tank, and automatically operative connections cooperating with the pump and-transmission mechanism and including a spring closed.

friction clutch cooperating with said transmission mechanism and controlled by pressure from the tank whereby said pump is caused to maintain a predetermined pressure within the tank.

9. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutched to and operated by said engine crankshaft, a pressure pump independent of but inbuilt with said transmission mecha nism and. in communication with. the tank, and automatically operative connections cooperating with the pump and transmission mechanism and including a friction clutch cooperating with said transmission mechanism and also including a spring pressed and pressure cont-rolled member for controlling the action of the clutch wherebysaid pump is caused to maintain a predetermined pres sure within the tank.

10. In an engine starting device, the combination with an air tank, of an engine crankshaft, power transmission mechanism clutchedto and operated by said engine crankshaft, a pressure pump independent of but inbuilt with said transmission mechanism and in communication with the tank, and automatically operative connections'cooperating'.with;the pump and transmission mechanism and including a friction clutch cooperating with the transmission mecha nism and also including a cylinder and a spring pressed and pressure controlled piston of an engine crankshaft, and automatically.

operative connections cooperating with the to a predetermined minimum. a

12. In an engine startin device, the combination with an air tan of a motor in communication with the tank, operative con nections whereby the motor causes temporary rotation of an engine crankshaft, automatically operative connections cooperating with the motor whereby said motor is thrown out of action when pressure within the tank" falls to a predetermined minimum, and means for normally holding said automatically operative connections out of action.

13. In an engine startin device, the combination with an air tan of a motor in communication'with the tank, operative connections whereby the motor temporarily causes rotation of an engine crankshaft, and automatically operative connections cooper ating with themotor and controlled by pressure from the tank whereby said motor is- .thrown outof action when pressure within falls to a predeterminedf minitmim; and" means for cutting 01f said automatically operative connections from the tank where" the tank falls to a predetermined minimum.

14. In an engine startiu device, the combination with an air tan of a motor in communication with the tank, operative connections whereby the motor causes tempo rary rotation of an engine crankshaft, automatically operative connections cooperating with the motor and controlled by pressure from the tank whereby said motor. is'th rpwn out of action' when pressure withini'thexta'nk by said connections arenormally held out of 7 action.

bination with an air tan of a motor in communication with the tank, operative connectmns whereby the motor causes tempo In an engine starting device, the comrary rotation of an engine crankshaft, automatically operative connections cooperating" with the motor and controlled. by pressure from the tank whereby said motor isthrown out of action wh en'press ure within the tank falls to a predetermined minimum, and valve mechanism for cutting off said automatically operative connections from the tankwhe reby said connections are normallyiheld out of action. y y

16. In an engine starting device,tlie combination with an air tank, of a motor in bination with man tan nections whereby the motor causes rotation of anengine crankshaft, and automatically operative connect-ions cooperating'with the motor and including a friction clutch whereby said motor is thrown out of action when pressure within the tank falls to a predetermined minimum.

17. In an enginestartinfi device, the combination with an air tan of a motor in communication with the tank, operative connections whereby the motor causes rotation of an engine crankshaft, and automatically operative connections cooperating with the.

motor and including a. spring opened friction clutch controlled by pressure from the tank whereby said motor is thrown out of action when pressure within the tank falls to a pre-determined minimum.

19. In an engine startin device, the combination with an air tan of a motor in communicationwith the tank, operative connections whereby the motor causes rotation of an engine crankshaft, and automatically operative connections cooperating with the motor and including a friction clutch'and a spring pressed and pressure controlled member for controlling the action of said clutch whereby said motor is thrown out of action when pressure within the tank falls to a predetermined minimum.

20-. In an engine'starting device, the comof a motor in communication with the tank, operative connections whereby the motor causes" rotation of an enginecrankshaft, and automatically operative connections cooperating with the motor and includin a friction clutch and a cylinder anda'sprin pressed and pressure controlled piston wit 1n the cylinder for controlling the action of said clutch whereby said motor is thrown out of action when pressure within the tank falls to a [ire-determined minimum. Y

21. The combination with speed changing mechanism, of a power operated engine startin vdevice, and a single movable member anr operative connections for selectively actuating either said mechanism or said device and for preventing operation of either whenthe other is in operation.

22. The combination with speed changing mechanism, of a power fopcr. ted engine starting device, and a single movable member and operative connections in'terlockable with said mechanisn. and said device for selectively actuating either said mechanism or said device and for preventing operation of either when the other is in operation.

The combination with speed changing mechanism, of a power operated engine starting device'having a controlling memher, and a single movable member and operative connections interlockable with said speed changing mechanism and with the controlling member of said starting device for selectively actuating either said mechanism or said device and for preventing operation of either when the other is in operation. 4

24. The combination with speed changing mechanism, of a starting device having a controlling member, and interlockable connections between said mechanism and said member and carried by the speed changing mechanism whereby neither said mechanism nor said device can be operated while the other is in operation.

25. The combination with speed changing mechanism having a movable member, of a starting device having a notched controlling member, and interlockable connections carried by the movable member of the speed changing mechanism and adapted for engagement with the notch of the controlling member whereby neither said mechanism nor said device can be operated while the other I is in operation.

261 The combination with speed changing mechanism having an oscillatory member, of a starting device haviig a notched slidable controlling member, and interlockable connections carried by the oscillatory memher and adapted for engagement with the notch of the controlling member whereby neither said mechanism nor said device can be operated while the other is in operation.

27. The combinatlon with speed changing mechanism having a shdable and oscillatory member, of a starting device having a controlling member, and interlockable connections between said members whereby neither said mechanism nor said device can be operated while the other is in operation.

28. The combination with speed changing mechanism having a slidable and oscillatory member, of a starting device having a controlling member, interlockable connect-ions between said members, and means for selectively operating-the slidable. and oscillatory member of the speed changingmechanism to operate either said mechanism or said starting device.

29. The combination with speed changing mechanism having a slidable and oscillatory member, of a starting device having a controlling niember, interlockable connections between said members, and a lever connected withthe slidable and oscillatory member of the speed changing mechanism for selectively operating the slidable and oscillatory memher of the speed changing mechanism to operate either said mechanlsm or said startin g device.

30. The combination with speed changing mechanism having a slidable and oscillatory member, of a starting device having a notched slidable controlling member, an arm fixed upon and movable with the slidable and oscillatory member of the speed changing mechanism said arm being adapted for intermittent engagement with the notch of the slidable controllin member, a lever fixed to the slidable and oscillatory member of the speed changing mechanism, and means for guidingthe, lever and adapted to prevent operation or either the speed changing mechanism'or the starting device when the other is in operation.

31. The combination with speed changing mechanism, of a starting device independent of but inbuilt with said mechanism, a single operating member controlling the action of said mechanism and said device, a movable member common to said mechanism and device, and operative connections whereby said movable member temporarily rotates the crankshaft of an engine.

32. The combination with speed changing mechanism, of a starting device independent of but inbuilt with said mechanism, a single said mechanism and said device. a movable member common to said mechanism and device, and operative connections including said movable member and the crankshaft of an engine.

, 33. The combination with speed changing. v

shaft normally operating as a driving shaft for the speed changing Y mechanism and 'mechanism, of a starting device independent adapted for intermittent operation as the driven shaft of the starting device, and operative connections, whereby said shaft rotates the crankshaft of an engine when operating as the driven shaft of the starting device.

35. The combination with speed changing mechanism, of a multi-cylinder starting device inbuilt with said mechanism, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driven shaft of the starting device, operative connections between the cylinders of the starting device and said shaft, and operative connections whereby said shaft rotates the crankshaft of an engine when operating as the driven shaft of the starting device. a

36. The combination with speed changing mechanism, of a multi-cylinder starting de vice inbuilt with said mechanism, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driven shaft of the starting device, operative con nections between the cylinders of the starting device and said shaft induding a friction clutch, and operative connections whereby said shaft rotates the crankshaft of an engine when operating as the driven shaft of the starting device.

. v 37. The combination with speed changing mechanism, of a multi-cylinder starting device inbuilt lwith sa1d,mechan1sm, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driven shaft of the starting device, operative connections between the cylinders of the starting device and said shaft including a spring pressed and pressure controlled friction clutch, and operative connections whereby said shaft rotates the crankshaft of an engine when operating as the driven shaft of the starting. device.

38. The combination with speed changing mechanism, of a multi-cylinder starting device inbuilt with said mechanism, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driven shaft of the starting device, operative connections between the cylinders of the starting device and said shaft including a spring "ed for intermittent operation as the'driven shaft of the starting device, operative con; nections between the cylinders of the starting device andsaid shaft including a spring pressed and pressure controlled two-pant friction clutch one part beingfast upon said shaft andthe other part running loose upon said shaft and being in constant engagement with one of the moving parts of the starting device, and operative connections whereby said shaft rotates thecrankshaft of an engine when operating as the driven shaft of thestartlng device.

- a plurality of 2 40; The combination with speed changing mechanism,of a multi-cylinder compressed air starting device inbuilt, with said mechanisnna shaft normally operative as 'a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driven shaft of the starting device, operative connections, between the cylinders of the starting device and said shaft and including istons and connecting rods and a cranksha t geared to a friction clutch member fast upon said shaft, a pressure op erated and spring resisted piston and operative connections whereby the clutch members'are thrown into engagement when the starting device is to be operated, and operative connections whereby said shaft rotates the crankshaft of an engine only when said clutch members are in engagement.

41. The combination with speed changing mechanism, of a pressure pump independent of but inbuilt with said mechanism, a movfable member common to said mechanism and pump, and operative connections whereby the crankshaft of an engine rotates said movable member. v

42. The combination with speed changing mechanism, of a pressure pump independent of but inbuilt with said mechanism, a movable member common to said mechanism and pump, and operative connections including said'movable member and toe crankshaft of an engine.

43. The combination with speed changing mechanism, of a pressure pump independent of but inbuilt with said mechanism, a rotatable shaft common to said mechanism and pump, and operative connections whereby the crankshaft of an engine operates said rotatable shaft.

44. The combination with speed changing mechanism, of a pressure pump inbuilt with said mechanism, a rotatable shaft normally operating as a driving shaft for the speed changing mechanism and adaptedfor intermittent operationas the driving. shaft of a pressure pump, and operative connections whereby the crankshaft of an engine operates said rotatable shaft,

45. The combination with speed changing mechanism, of a multi-cylinder pressure pump inbuilt with said mechanismra shaft normally operating as a driving shaft for ,the speed changing mechanism and adapted for intermittent operation as the driving shaft of the pressure pump, operative connections-between the cylinders of the pressure pump and said shaft, and operative connections whereby the crankshaft of an engine operates said shaft a 46; The combination'with speed changing mechanism, a: multicylinder pressure pump inbuilt with saidmechanism, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittentoperation asthe driving shaft of the pressure pump, operative connections between the cylinders of the pressure pump and said shaft including a spring pressed and pressure controlled friction clutch, and operative connections whereby the crankshaft of an engine operates said shaft.

48. The combination with speed changing mechanism, of a multi-cylinder pressure pump inbuilt with said mechanism, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driving shaft of the pressure pump, operative connections between the cylinders of the pressure pump and said shaft including a spring pressed and pressure controlled two-part friction clutch one part being fast upon said shaft, and operative connections whereby the crankshaft of an engine operates said shaft. 49. The combination with speed changing mechanism, of a multi-cylinder pressure pump inbuilt with said mechanism, a shaft normally operating as a driving shaft for the speed changing mechanism and adapted for intermittent operation as the driving shaft of the pressure pump, operative connections between the cylinders of the pressure pump and said shaft including a spring pressed and pressure controlled two-part friction clutch one part-being fast upon said shaft and the other part running loose upon saidshaft and being in constant engagement with one of the moving'parts of the pressure pump, and operative connections whereby the crankshaft of an engine operates-said shaft. i

50. The combination with speed changing mechanism, of a mu ti-cylind'er air pressure pump inbuilt with said mechanism, a shaft normally operating as a drivingshaft for the speed changing mechanism and adapted for intermittent operation as the driving shaft of the pressure pump, operative connections between the cylinders of the pressure pump and said shaft including a plurality of pistons and. connecting rods and a crankshaft geared to a friction clutch momb-er running loose upon said driving'shaft, a cooperating friction clutch member fast upon said driving shaft, a spring operated and pressure resisted piston. operative connections whereby the clutch members are thrown into engagement when the pressure pump is to be operated and automatically thrown out of engagement when the pressure pump operation is to cease, and operative connections whereby the crankshaft of an engine operates said driving shaft.

51. The combination with speed changing mechanism, of an engine crankshaft, operative connections between said mechanism :and said crankshaft, and a convertible pressure pump and engine starting device-independent of but cooperating with the speed changing mechanism.

52. The combination with speed changing mechanism, of an engine crankshaft, operative connections between said mechanism. and said crankshaft, and a convertible pressure pump and engine starting device independent of but cooperating and inbuilt with the speed changing mechanism.

53. The combination with speed changing mechanism, of an engine crankshaft, operative connections between said speed changing mechanism and saidcrankshaft, a convertible pressure pump and engine starting device independent of but cooperating and inbuilt with the speed changing mechanism, and automatic means for preventing said device from operating as a starting device when it is operating as a pump.

ing connections between said speed changing mechanism and the engine crankshaft, an air storage tank, a convertible pressure pump and engine starting device cooperating with the tank and independent of but inbuilt with the speed changing mechanism, and valve mechanism whereby said device is prevented from operating as a starting device when it is operating as a pump.

' 55. The combination with speed changing mechanism, of an engine crankshaft, operating connections between said speed changing mechanism and the engine crankshaft, anair storage tank, a convertible pressure ing with the tank and independent of but inbuilt with the speed changing mechanism, and valve mechanism whereby said device'is prevented from operating as a starting device when it is operating as a pump said mechanism including a series of automatic check valves controlling the flow of air from the device to the tank.

56. The combination with speed changing mechanism, ofan engine crankshaft, operating connections between said speed'changing mechanism and the engine crankshaft, an air storage tank, a convertible ressure pump and engine starting device ctiiperating with the tank and inbuilt with the speed changing mechanism, and valve mechanism illClLlCllI1g a series of autoiatic check valves pump and engine starting device coiiperat 54. The combination with speed changing mechanism, of an engine crankshaft, operat-' 

